Automatic train length computer

ABSTRACT

An apparatus for measuring the length of a moving railroad train is provided. The apparatus includes two sensors mounted on a rail of the track in relatively close proximity to one another and two counting circuits, each of which is operatively connected to the sensors and counts the pulses from an associated fixed frequency pulse generator. The first counting circuit is enabled when a wheel passes the first sensor and disabled when that wheel passes the second sensor. The second counting circuit counts the pulses during the time interval between successive wheels passing one of the sensors. An arithmetic unit is also provided which computes the quotient of the counts of the first and second counting circuits. The quotient is directly proportional to the distance between the successive wheels. The arithmetic unit also sums the quotient for each set of successive wheels and this sum is directly proportional to the total length of the train.

United States Patent [72] inventor Arthur .1. Glazar 3,406,601 10/1968 Clifford 235/151.32X Kings Park, NY. 3,406,395 10/1968 Zupanick 235/150.24X [21] Appl. No. 756,113 3,423,676 1/1969 TarczyHornoch 324/68 [22] Filed Aug. 29, 1968 3,436,656 4/1969 Brand, Jr 235/150.2X [45] Patented Apt. 6, 19711 FOREIGN PATENTS [73] Assignee Servo Corporation 011 America Hicksville NY. 1,003,451 9/ 1965 Great Britain 235/ 15 l .32

Primary Examiner-Malcolm A. Morrison Assistant ExaminerFelix D. Gruber 54 AUTOMATIC TRAIN LENGTH CUMPUTER Attorney-Kane, Dalsimer, Kane, Sullivan and Kuricz 4 Claims, 9 Drawing Figs.

An apparatus for measuring the length fa mov- 5/1 235/15 46/1, 246/2 9, 3 /6 ing railroad train is provided. The apparatus includes two sen- [51 1 1111111- SQt-S mounted on a rail of the track in relatively close proximity 8 to one another and two counting circuits, each of which is [50] Field 01 Search peratively connected to the sensors and counts the pulses 15020-15024, 13 from an associated fixed frequency pulse generator. The first 324/70 68 counting circuit is enabled when a wheel passes the first sensor 56 R E Cted and disabled when that wheel passes the second sensor. The 1 e entices second counting circuit counts the pulses during the time in- UNITED STATES PATENTS terval between successive wheels passing one of the sensors. 2,954,462 9/1960 Utt et al 246/ 1 An arithmetic unit is also provided which computes the quo- 2,976,401 3/1961 Berill 246/1 tient of the counts of the first and second counting circuits. 3,145,294 8/1964 Jackson.. 235/151.32 The quotient is directly proportional to the distance between 3,253,141 5/1966 Auer, 246/ 182 the successive wheels. The arithmetic unit also sums the quo- 3,281,593 /1966 Mendelsohn.. 324/70 tient for each set of successive wheels and this sum is directly 3,290,489 12/ 1966 Auer, Jr 235/ 150.24 V proportional to the total length of the train.

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Ptemed April 6, 1971 AIUTUMATHC TN LENGTH CUTJTETT In particular, the overall length of a train of moving railroad cars is determined by sensing the passage of each wheel, on one side of the train, and using the sensings to obtain (1) a measure of the rate of travel of each car during each sensing interval and (2) a measure of the time interval between suc' cessive sensings. From these measures of rate and time, the wheel-to'wheel distances of and between the various cars are calculated and summed to give the desired train length.

in the disclosed embodiment of the invention, the sensing of each wheel is by a track-mounted magnetic transducer with two spaced-apart sensing heads. As a result, the wheel transit produces respective signals at the beginning and at the end of the transit interval.

The transducer signals, in turn, control the gating of constant-frequency signals which are counted to provide measures of rate and time. The number of constant-frequency signals counted during the sensing of each wheel gives a direct measure of the wheel-transit interval and an inverse measure of the average rate of travel of the associated car in that interval. The number of constant-frequency sigtals counted between wheel sensings is a direct measure of the interwheel interval. 7

Processing of the interwheel count signals and the associated wheel-transit count signals gives a measure of interwheel distance. The totality of such distances is a measure of the overall train length. In processing, each set of interwheel count signals is divided successively by the wheeltransit count signals at the beginning and at the end of the associated interwheel interval. The use of two sets of wheel transit count signals with each set of interwheel count signals gives, in effect, an average rate of travel for the interwheel interval and thus takes into account changes in the rate of travel between successive wheel sensings.

BACKGROUND OF THE TNVIENTIION This invention relates to the determination of prescribed parameters, such as length and rate of travel, for moving items, and more particularly to the determination of overall length for a train of moving railroad cars.

The determination of length and rate parameters for moving items is important, for example, in traffic control. In the case of railroad traffic, information as to the length of a moving train is used to indicate when switching is to take place and whether or not the train can be accommodated by a particular siding.

conventionally, the length of a moving train has been determined manually by counting the number of individual cars and multiplying the count by an average length per car. This method is slow and inaccurate. A manual car count is adversely affected by such factors as operator fatigue, lack of attention and impaired visibility, which may be due to inclement weather. Moreover, the difficulty of making an accurate count is increased when the train is in motion, particularly at the changing speeds often encountered in switching.

Nor are the problems encountered in measuring the length of a moving train significantly remedied by employing an automatic car counter. Such a counter may pose problems of reliability, complexity and cost. In some cases it may be necessary to make extensive modifications in the railroad right-of-way, or even in the cars themselves. In addition, any computed length obtained by multiplying the car count by an average length per car is likely to be in error because of variations in the lengths of the individual cars.

Accordingly, it is an object of the invention to facilitate the measurement of prescribed parameters, such as length and rate of travel, for items in motion. A related object is to facilitate the measurement of length and rate parameters for moving railroad trains.

Another object of the invention is to make precision measurements of moving items and to do so automatically. A related object is to make precise automatic measurements for moving railroad trains.

Still another object of the invention is to make precise measurements of moving items despite variations in the individual items. A related object is to make precise overall length measurements of moving railroad trains despite variations in the lengths of the individual cars.

Yet another object of the invention is to make rapid and precise measurements of moving items in the face of changes in rate of travel while the measurements are being made. A related object is to make rapid and precise measurements of overall lengths for moving railroad trains even while undergoing acceleration or deceleration as the measurements are being made.

A further object of the invention is to sense moving items and to use the sensings in making prescribed measurements without requiring structural modifications of the items, or mechanically moving parts in the sensing device. A related object is to sense the passing cars of a railroad train in order to make overall length measurements without the need for structural changes in the cars or mechanicallly moving parts in the sensing device.

Still a further object of the invention is to make desired length and rate measurements without interference by climatic conditions and without requiring a critical location for the sensing device.

Additional objects of the invention are to achieve relative simplicity, reliability and moderate cost in the realization of precision automatic measuring equipment for determining overall train length. A companion object is to realize a length measurement system that is readily converted to other measurement functions as well.

SUMMARY OF THE TNVENTION in accomplishing the foregoing and related objects, the invention provides for sensing a unit in motion a plurality of times and establishing a plurality of measures of time with respect to the various sensings. The unit in motion may be constituted, for example, by a train of tandem-connected items.

Signals corresponding to the measures of time thus established are processed to provide a measure of the desired parameter, such as overall length, or rate of travel during each sensing interval.

Since there is more than one sensing during the passage of the unit, each time interval between sensings is associated with a subordinate length of the unit, while the time interval of the sensing gives a measure of rate of travel for the unit. As a result, time and rate information is available for determining a measure of the subordinate length. The totality of the subordinate lengths provides the overall length of the unit.

In particular, signals representing the quotient of the measures of time for l) the interval between sensings and (2) the interval of one of the sensings, give an indication of the intersensing distance. Where the further quotient of signals is obtained for (l) the interval between sensings and (2) the interval of the other of the sensings, signals corresponding to the sum of the two quotients, disregarding a multiplying factor, are a measure of the intersensing distance which takes rate of travel changes into account.

in accordance with one aspect of the invention, the sensings are made for a train of tandem-connected railroad cars by using a track-mounted transducer with two spaced-apart, magnetic sensing heads. As a wheel passesover the trans ducer, it produces respective signals marking the beginning and the end of the wheel-transit interval. The transducer signals are used in generating other signals which are measures of time for the wheel-transit and interwheel intervals. Such a transducer has no moving parts and requires little maintenance. it is not affected by inclement weather.

In accordance with another aspect of the invention, the transducer signals are used to gate constant-frequency signals that are counted to establish the respective wheel-transit and interwheel intervals. The wheel-transit count is a reciprocal measure of the rate of travel of the car being sensed. Where the sensing heads of the transducer are closely spaced, compared with any interwheel distance, the wheel-transit counts are accurate reciprocal measures of the rates of car travel at the beginning, and at the end, of the interwheel interval. Thus the computation of interwheel distance with such counts makes allowance for changes in the rate of travel during the interwheel interval.

According to a further aspect of the invention, the desired measure of overall train length is obtained by summing successive measures of interwheel distance. Each such distance is determined by dividing the signals of the interwheel count by the signals of successive wheel-transit counts at the beginning and at end of the corresponding interwheel interval. Hence the resulting distance determination is accurate even if the train is undergoing linear acceleration or deceleration during measurement.

According to a still further aspect of the invention, the count quotients are obtained by the parallel subtraction of binary count signals, with the wheel-transit count signals being repeatedly subtracted from the residue of the interwheel count signals, until a negative difference is obtained. The number of such subtractions is the desired measure of interwheel distance, and their totality for all interwheel distances is the desired overall train length. A count of the subtractions is made at a rate indicated by a system scale factor. The latter is adjustable by changing the constant-frequency counting signals. Operation of the measurement equipment is terminated by an end-of-train pulse signal, illustratively produced by an overflow count which exceeds the maximum anticipated count for any interwheel interval.

BRIEF DESCRIPTION OF THE DRAWINGS Other aspects of the invention will become apparent after considering an illustrative embodiment thereof, taken in conjunction with the drawings in which:

FIG. 1 is a perspective view of an illustrative environmental setting for a train length measurement system in accordance with the invention;

, FIG. 2 is a block diagram of constituents for the measurement system of FIG. 1;

FIGS. 3A and 3B are diagrams for a track-mounted sensor in the measurement systems of FIGS. 1 and 2, of which FIG. 3A is a partial perspective and schematic diagram of the trackmounted sensor and FIG. 3B is a graphical diagram of signals generated by the sensor;

FIGS. 4A and 4B are diagrams for a measurement signals generator in the measurement system of FIGS. 1 and 2, of which FIG. 4A is a wiring and schematic diagram of a preliminary signal conditioner and FIG. 4B is a logic diagram of a gating unit;

FIG. 5 is a block diagram of a divider logic network for an arithmetic unit in the measurement system of FIGS. 1 and 2;

FIG. 6 is a block diagram of a controller logic network for a controller in the measurement system of FIGS. 1 and 2; and

FIG. 7 is a timing diagram for the measurement system of FIGS. 1 and 2.

DESCRIPTION OF A REPRESENTATIVE EMBODIMENT Turning to the drawings, an illustrative setting for a measurement system 100 in accordance with the invention is the switching yard 10 of FIG. 1, with various sidings 11-1 thru 11-3 for the temporary storage of railroad rolling stock. The particular siding to which an incoming train is to be routed depends upon the unused capacity of the sidings 11-1 thru "-3 and the length L of the train 20. For simplicity the train 20 is shown with only two cars 21-1 and 21-2.

To obtain a measure of the train length L while the cars 21-1 and 21-2 are in motion, a measurement system 100 is used to sense the wheels 22 and establish measures of the time intervals between sensings, from which a measure of the desired length L is determined, even if the train 20 is undergoing linear acceleration or deceleration during the measurement period.

A representative measurement system includes a rail mounted sensor in advance of a spur line switching position 12 and measurement equipment at a control center 30.

the supervision of a controller 180 to produce a direct reading of the train length L by a display unit 121. The equipment 120 is powered in known fashion by a power supply 122.

More specifically, the passage of the wheels 22 over the sensor 110 produces indicating signals from which measurement signals are generated for (I) transit time of each wheel over the sensor 110 and (2) the time interval between wheel transits. These measurement signals, in turn, permit a determination of successive wheel-to-wheel distances D, thru D-,.

Consequently, except for overhang distances OH, and OH at the beginning and end of the train 20, a measure of the overall length L is obtained as a summation of signals representing the wheel-to-wheel distances D, thru D Representative overhang distances can be preprogrammed into the arithmetic unit 160 or an allowance made for them.

Each wheel-to-wheel distance D, thru D-, is determined using two wheel transit times so that the determination of the train length L takes into account changes in rate of travel caused by linear acceleration and deceleration, as explained below.

Once the train length L is established, a selected switch 13-1, 13-2 or 13-3 is operated for one of the sidings 11-1, 11-2 or 11-3 in accordance with the desired routing of the train 20. The control exercised in response to the length indication L of the display unit 121 may be manual or automatic. While the signals from the sensor 110 are shown applied to a cable 101, other suitable modes of transmission may be employed instead.

I. GENERAL BLOCK DIAGRAM CONSIDERATION OF THE SYSTEM 100 A block diagram of the measurement system 100 is set forth in FIG. 2. The signals produced by the track mounted sensor 110 are applied to the measurement signals generator where they are converted to a form which is suitable for processing by the arithmetic unit 160. Both the generator 130 and the arithmetic unit 160 are acted upon by the controller 180.

As explained in detail below, the sensor 110 is a transducer with two internally positioned and separate sensing heads, so that the transit of each wheel 22 in (FIG. 1) gives rise to outputs on separate leads 101-a and 101-b of the cable 101.

The sensor outputs are shaped into pulse signals by a preliminary signal conditioner and operate a gating unit 150. A sensor pulse output indicating the end of each wheel transit interval also activates a logic network 190 of the controller 180.

Within the controller 180, a clock unit generates three sets of pulse signals of frequencies f,,, f and f,,. The frequency f,, is the master clock frequency for timing division operations by the arithmetic unit through the logic network 190. Signals at the frequencies f and f, appear on respective leads to the gating unit 150, from which they are gated to counters 131 and 132.

In the operation of the gating unit 150, signals from the sensor 110, after being shaped by the preliminary signal conditioner 140, gate a burst of pulse signals to the counter 131 for each wheel-transit interval. Another burst of pulse signals associated with the interwheel interval enters the second counter 132.

Signals corresponding to the two counts then enter associated registers lltill and 1162 of the arithmetic unit Mil and are processed under the direction of the controller logic network Wll to provide the desired train length indication on the display unit ll2ll.

ll. THE TRACR MOUNTED SENSOR lllll Considering the details and operation of the track-mounted sensor llllll, as shown mounted on a rail 23 in the view of FIG. 3A, two transducer heads, represented by coils llllll-ll and 11l-2 and separated by a fixed distance d, are embedded within a housing 11113. 7

A suitable sensor llllll is an adaptation of the railroadwheel trip" disclosed in Gallagher et al., US. Pat. No. 3,ll,827, Oct. 6, 1964. The Gallagher wheel trip employs a magnetic structure with a single coil, but any number of such structures can be included in a single housing. A sensor with two magnetic structures is marketed and sold by the Servo Corporation of America under the trademark and trade name SERVOPOLE. in this sensor, each of the coils lllll-ll and ill-2 is wound about a separate magnetic core structure which includes the rail 23 against which the housing H3 is mounted.

For illustration, the sensor lltl of HG. 3A is shown after it has just been traversed, in the direction indicated by the arrow, by the first wheel 22-ll on the measurement side of the first car 2l-ll. The second wheel 22-2 is approaching the sensor lllltl and is separated from the first wheel 22-11 by the first measurement distance ll) As the flange of each wheel 22-ll or 22-2 passes over the sensor llllll, there is a change in the reluctance of the magnetic core structure associated with the coils llllll-i and lllll-2, and thus of the magnetic flux.

For each core, the reluctance first decreases and then returns to its original value according to the extent of its coupling with the wheel 22-ll or 22-2. Correspondingly, the magnetic flux linking the associated coil Illlil-l or llllll-ll first increases and returns to its original value, generating a quasisinusoidal signal.

lllustratively, the quasi-sinusoids generated by the transit of the forward wheel 22-]! over the respective coils llllll-il and ill-2 are as pictured by the waveforms lll3-a and llll3-b of FIG. 3B for respective leads Mill-a and llblL-b of the cable Mill. The subsequent transit of the second wheel 22-2 generates the dashed-line quasi-sinusoids lllld-a and lid-b.

Each interval between successive quasi-sinusoids lll3-a, b or lid-a, b generated by the coils llllll-ll and llllli-2 is the transit time t of the wheel 22-ll or 22-2. The interval between successive pairs of quasi-sinusoids 11113-11, b and MM, b is the interwheel time T. For precision, the transit and interwheel times t and T are measured with respect to the zero-crossing points of the quasi-sinusoids lll3a, b and lll lw, b. These signals are applied to the generator 113d (lFllG. 2) to produce measurement signals from which a measure of the desired train length L is obtained.

lll. THE MEASUREMENT SlGNALS GENERATOR ll3ll in the generator 113%, signals from the sensor llllil are shaped by a preliminary signal conditioner Mil and used in the controlled gating of recurrent pulse signals to the counters ll3ll and 1132.

a. The Preliminary Signal Conditioner Mill constituting the preliminary signal conditioner Mil are two similar units for the signals on the leads lllll-a and llllll-b.

Details of the unit for the lead Elli-b are set forth in ER]. llA. This unit includes a protector lldl, filter M2, amplifier M3 and multivibrator ll ld connected in cascade. The cascaded stages convert each incoming quasi-sinusoid on the lead Till-ab, such as the quasi-sinusoid 1lll3-b, into a single outgoing pulse signal on the output lead W24), such as the outgoing pulse lid-b.

The leading edge of the outgoing pulse lll l-b is generated at the approximate zero-crossing point of the quasi-sinusoid llll3'b where it is of zero magnitude between its positive and negative peaks. Each unit of the preliminary signal conditioner MS is therefore a zero-crossing detector and pulse generator.

The protector Mil of the preliminary signal conditioner lldlll guards against damage to the measurement equipment ll2ll (FIG. 2) by high-voltage transients, for example, by lightning surges on the rail 23 (FIG 3). For that purpose the protector lldll has a high-voltage breakdown device Milka with a spark gap, followed by a medium-voltage breakdown device M114; in the form of a diode. A suitable breakdown diode is sold and marketed under the trade name THYRECTOR: Between the high-voltage and medium-voltage breakdown devices Ml-n and Mil-b, the protector Ml. has an isolating resistor llllll-c.

Beyond the protector ll ill, the filter M2 is of conventional resistor-capacitor construction to remove noise from incoming signals, such as the sensor signal ill3-b.

The stage M3 is a high-gain saturating amplifier of conven tional construction. it includes a transistor M3a which is driven to saturation so that the output lld3-b is at ground level during the positive half-cycle of the input 1113-10.

The output stage for each unit of the preliminary signal conditioner Mill is a one-shot multivibrator M4. The stage lidi is a multivibrator in the sense of having alternative output signal states. it is a one-shot" device in the sense of changing state in response to an applied input and producing a single output pulse.

During operation of the multivibrator TM, a first transistor Ma a responds to the output pulse l l3b of the high-gain saturating amplifier M3. When the amplifier pulse M342 terminates, the multivibrator Md changes state and its second transistor Mid-b generates an output pulse lldd-b on line lltl2b. The pulse ll -lAl-b therefore has its leading edge at the approximate zero-crossing point of the input waveform 123-11. The duration of the output pulse ital-b is governed by the time constant of the multivibrator ll ld.

Similar stages to those discussed above for one unit of the signal conditioner ll lll are included between the input line llllll-n and the output line lltl2-a to form a unit for producing an output pulse lllld-a corresponding to the input quasisinusoicl llll3-a. The relative delay between the outputs lllld-a and lid-b is the wheel transit interval z.

b. The Gating Unit w ll From the preliminary signal conditioner Mill (FlGS. 2 and Mt), the output pulses llll l-a and b are applied to the gating unit llSll detailed in FIG. 418. As mentioned previously, the unit llSll gates two bursts of pulse signals of respective frequencies f and f from the clock unit lltll (MG. 2) to respective counters ll3ll and T32 of the signal conditioner Mb.

The gating unit 1150 illustratively employs negative NAND logic with three different kinds of components: NAND gates lSll-ll through 3, a regular flip-flop 132 and a clocked flipflop T33.

Each of the NAND gates llSll-li through 3 produces a high output level whenever both inputs are low. In the case of negative logic, a ground level signal condition is associated with a binary l. The NAND gates ll5ll-l through 3 are standard, such as supplied by Motorola Semiconductor Products, inc.

The regular flip-flop 1152 changes state, i.e. flips forward and then flops back, under the control of pulses applied at respective setting and resetting terminals S and R. There are outputs at direct and complimentary terminals Q and Q. When the output at the Q terminal is a binary l, as produced by a setting signal, the output at the Q terminal is a binary ill. The output are interchanged when a resetting signal is applied at the resetting terminal R, i.e. the 0 output becomes a binary ll and the Q output becomes a binary l. The regular flip-flop T32 is of conventional design, being formed by the crosscoupling of two NANID gates in known fashion.

The clocked flip-flop 153 also changes state, except that it does so under the control of signals applied to a clocking terminal C. The output state, following clocking, depends upon the signals, before clocking, at input terminals J and K in ac- The clocked flip-flop 153 can be directly reset by a signal applied to a reset terminal R (not connected in the gating unit 150 of FIG. 4B). Structurally the clocked flip-flop 152 is of known construction as supplied, for example, by Motorola Semiconductor Products, Inc.

Because of the input pulses 114-0 and 114-b applied to the first NAND gate 151-1 of the gating unit 150, the Q output of the clocked flip-flop 153 enables the second NAND gate 151-2 for a duration equal to the wheel transit time t. This allows a burst ll-a of pulse signals of frequency f from the clock unit 181 (FIG. 2) to appear on an output line 156-1. Since the separation distance d of the coils 111-1 and 111-2 (FIG. 3) is fixed, the number of pulses in the burst 115-a is a measure of the wheel transit time t. The subscript V in the frequency designation fy indicates that the wheel-transit signals are used to provide a measure of rate of travel, i.e. velocity, as explained below.

" In addition, the Q output of clocked flip-flop 153 sets the regular flip-flop 152 at the end of each wheel-transit interval t. This enables the third NAND gate 151-3 and permits pulses of frequency f to appear on a second output line 156-2 at the beginning of the first interwheel interval T It is not necessary to terminate the operation of the third NAND gate 151-3 at the end of the first interwheel interval T since that interval is immediately followed by second and successive intervals T T etc. At the end of the final interwheel interval T, the third NAND gate 151-3 is disabled by a change of state of the regular flip-flop 152. This change of state is brought about by an end-of-train pulse signal, generated in a manner described subsequently, at the reset terminal R.

c. The Counters 131 and 132 From the gating unit, the output leads 156-1 and 156-2 are connected to the wheel-transit and interwheel counters 131 and 132. Hence the number N of wheel-transit pulses in each burst 115-a is counted by the unit 131, while the number M of interwheel transit pulses in each burst 115-b is counted by the unit 132.

Both the N counter 131 and the M counter 132 are formed by regular binary counting chains, illustratively by the cascading of clocked flip-flops, each of the same type as the flip-flop 153 of the gating unit.

The first stage of each such counting chain has its clock terminal connected to an input lead 156-1 or 156-2. For the remaining stages, the output of each preceding stage is connected to a clock terminal input of the succeeding stage. Consequently, a change in state of a preceeding stage is propagated to the succeeding stage and the pulse count therefore ripples" through the chain. A delay interval, on the order of 1.5 microseconds, is needed before the counters settle to theirfinal values.

IV. THE ARITHMETIC UNIT 160 AND ITS OPERATION When the counters 131 and 132 are in a settled condition following counting, the N and M count signals are processed by the arithmetic unit 160 to give the desired train length measurement L.

a. The Processing Algorithm During processing, the N and M count signals are manipulated to satisfy the algorithm of equation I where the subscripts counting N and M indicate the associated wheel-transit and interwheel counting intervals,

K is a constant, and L is the desired train length.

The fact that the manipulation of the N and M count signals in accordance with the algorithm of equation (I) will give the desired train length measurement L is demonstrated below.

Beginning with the count N for each wheel-transit interval t, equation (2) applies where f is the frequency, i.e. number of pulses per second gated to the N-counter 131 (FIG. 2)

by the second NAND gate 151-2 (FIG. 4B) and N and t are as defined above.

The transit time t of equation (2) can-also be expressed as stated in equation (3) result given by equation (4) l N V M V'- N where the symbols are as defined for equations (2) and (3 Considering next the count M for each interwheel interval T, the relationship of equation (5) applies M f T 0r 5 where Where f,, is the frequency, i.e. number of pulses per second, gated to the M-counter 132 (FIG. 2) by the third NAND gate 151-3 (FIG. 4B) and M and T are as defined above.

The distance D D etc. corresponding to each interwheel interval T T etc. is given by equation (6) where the subscripts of D, V and T indicate the particular interwheel interval, k,

V is the average rate of travel during the associated interwheel interval, and D and T are as defined above.

In the case of constant acceleration or deceleration of the cars of a train which closely approximates the situation encountered in practice when there is a change in the rate of travel, the average rate V of equation (6) is given by the average of the rates at the beginning and end of each interwheel interval, i.e. the average for successive wheel-transit times t.

Thus, for the first distance D, (FIG. 1), the first average interwheel rate of travel V of equation (6) is given by equation (7) and substituting equation (4) -M (i i) where N is the count for the transit of the first wheel 22-1, N isthe count for the transit of the second wheel 22-2,

and the other symbols are as defined above.

Accordingly, the first distance D is given by substituting equations (7) and (5) into equation (6), resulting in equation J12 (i .92 2 N N2 f 1 1 21 f 1. 1 N 2 M M (a where M is the count during the interval T 1 between the transit of wheels 22-1 and 222,

K is a constant=g;i

and the other symbols are as defined above.

Thus, in general, the overall length L is a summation of the various distances D,, D etc. with the result stated by equation (1) above.

b. Details of the Arithmetic Unit 1611 From the counters 131 and 132, the N and M count signals enter respective registers 161 and 162 of the arithmetic unit 1611 shown in FIG. 5. The registers 161 and 162 provide temporary storage and are of conventional design also making use, for example, of parallel clocked flip-flop stages, which are operated from the controller 1110 to make the N and M count signals available to the divider logic network 1711.

The central unit of the divider logic network 1711 is a parallel subtractor 171 of conventional construction, which performs, for each different set of N and M count signals, successive subtractions of the N count signals from the residue of the M count signals.

Following each subtraction that does not produce a negative difference between minuend and subtrahend, a check pulse from the controller 180 is sent to the display unit 121 over a line 17%. When a negative difference occurs, the magnitude of the residue of the M count signals is smaller than that of N count signals, and a borrow signal from the subtractor 171 enables a check gate 173. Upon the next occurrence of a check pulse, the check gate 173 sends an output to the controller 1% over a line 17t1-e to indicate that division has been completed for the particular set of N and M count signals.

The integral number of check signal outputs sent to the display unit 121 over the line 1704 is therefore a measure of the M and N quotient. Successive sets of N and M count signals are then acted upon by the subtractor 171 until the last wheel of the train has passed over the sensor 110 (FIG. 1). Hence the total number of outputs over the line 1711-11 to the display unit 121 is a measure of the overall train length L in accordance with equation (1 A different set of N count signals appears at the subtractor 1'71 whenever an N transfer pulse is applied to the N register 161 over a line 1161-0 from the controller 1110 (FIG. 2). When the N register 161 is formed by parallel clocked flip-flops, the line 161-a is connected to the clock terminals of the individual stages.

Similarly, a different set of M count signals is available from the M register 162 whenever an M transfer pulse appears on a line 162-a...The M register signals are subsequently applied to the subtractor 171 from an input register 176 after being sent through a subtractor gating network 175.

The purpose of the subtractor gating network 175 is to permit the initial entry of a full complement of M count signals and the subsequent recycling, until each division is completed, of the residual signals that result from successive subtractions.

lllustratively, in the case of negative NAND logic the subtractor gating network 175 passes the M count signals through input NAND gates 175-a and inverting OR gates 175-b at the beginning of each division cycle. Enablement of the NAND gates 175-a is by ground level M gate pulses over a line -a from the controller 181). Subsequently during the cycle, the signals resulting from each subtraction are reentered into the subtractor 171 by NAND gates 175-c of the gating network 175. These gates are operated by ground level C (for cycling) gate pulses on a line l70-b from the controller 180. A further set of pulse signals at the division clocking rate appears on a line 171lc of the input register 176.

The units within the divider logic network 170 of the arithmetic unit 1611 are standard. Thus the NAND gates 175a and 175-0 can consist of parallel sets. of individual NAND gates with an input terminal for one of the M count bit signals and a second input terminal for an enablement line 170-a or 170-11.

In the case of the inverting OR gates 175-b, each constituent gate has terminals connected to corresponding individual gates of the NAND gates 1654i and 175-c.

The construction of the input register 176 is similar to that of the interwheel and wheel-transit registers 161 and 1162 discussed previously.

For the subtractor 171, the well-known parallel binary arrangement is advantageously employed for enhanced computational speed. In an n-bit subtractor of this type, a total of (11-1) full subtractors stages are required for the (11-1) most significant or highest order bit signals, and a single half sub tractor stage is used for the least significant or lowest order bit signal.

Each full subtractor stage has minuend, complementary subtrahend and borrow signal inputs, conventionally designated as X, Y and B. The borrow input B represents the value borrowed from the order under consideration by the next lower order. The half subtractor stage has no borrow input since it is used for the least significant or lowest order bit signal and therefore has no borrow from a next lower order.

All subtractor stage have difference and borrow signal outputs, conventionally designated as D and B. The borrow output B represents the value borrowed from the next higher order by the order under consideration.

As is well known, the Boolean logic expressions for the dif ference and borrow outputs D and B of the half subtractor are as given in equation (9) where the symbols are as defined above. Corresponding ex pressions for the difference and borrow output D and B of each full subtractor stage are as stated in equation (10) where the symbols are as defined above.

From the standpoint of connection, the minuend input terminals are tied to the input register 176. Depending on scale factor K of equation (1), as explained subsequently, only a limited number of the complementary subtrahend inputs Y, beginning with the least significant, are connected to the N*register 161. The remaining Y inputs are grounded in order to apply the complement of 0 input, as required by negative NAND logic, to the highest order stages.

The process of successive subtractions for each different sets of N and M count signals, and therefore the division of the corresponding counts, is completed when there is B output for the highest order stage of the subtractor 171. This indicates that the successive subtractions have proceeded to a point where the subtrahend exceeds the minuend and results in a signal representing the most significant borrow on output terminal 171-a.

Operation of the subtractor 171 is completed following an end-of-train pulse to the controller 180. This terminates the signals on the various controller leads 170-a thru 170-e.

The end-of-train pulse is generated by including an additional (overflow) stage in the M counter 132 of FIG. 2. The number of stages in the counter 132 is chosen so that an overflow occurs, and a corresponding signal generated, whenever the count exceeds the maximum anticipated interwheel interval. There is such a count following the transit of the last wheel of each train over the sensor 110 (FIG. 1). The value of the count is established from a knowledge of the minimum rate of train speed, for example, 5 miles per hour, and the maximum interwheel distance.

When the end-of-train signal occurs, the accumulated count of the display unit 121 is the desired train length measurement L As shown in FIG. 5, the display unit 121 accumulates check pulse outputs that result from successive N and M count quotients using a scale counter 121-0 and a binary-coded-decimal (BCD) counter 121-b. The scale counter 121-a takes the scale factor K of equation (1) into account. Since the arithmetic unit 160 processes binary signals, the scale factor K is desirably selected so that there are 2" check pulse outputs per foot (or other suitable dimension) of train length. Consequently if the scale counter 121-a has n stages it will produce a single output for every 2" inputs. Where it is desired to have the length indication L of the display 121 in terms of decimal notation, the output from the scale counter 121-a is applied to a binary-coded-decimal (BCD) counter 121-b. Counters of the latter type are well known and can be formed by using decade-counting binary units, with each unit being reset at a count of 10.

V. THE CONTROLLER 180 The operations of the measurements equipment 110 are directed by the controller 180. Included are a unit 181 for generating clock signals and a logic network 190 for timing the various operations of the measurement equipment (FIG. 2)

a. The Clock Unit 181 There are three different clock signals of frequencies f f and F As discussed previously, clock signals at frequencies f,, and fy are gated to provide respective measures of interwheel and wheel-transit time. In addition, as shown by equation (8) above, the magnitudes of these frequencies determine the length-measurement scale factor K. Consequently, the scale factor of the measurement equipment 100 is readily adjusted by changing either frequency f, or fy.

Clock signals at the third frequency f,, govern the operation of the divide logic network 190. This frequency is at the highest operating rate in the system since the successive subtractions of the N and M count signals must be completed during the shortest anticipated interwheel interval. Representative magnitudes for the various frequencies f,,, fy and f are considered subsequently.

Although the division control frequency f is at the highest rate in the system, its stability is not critical. However, accuracy of measurement dictates relative stability for the other frequencies f and fL, and it is desirable to generate one of them by using a conventional scaling counter to subdivide the division control frequency f,,. Accordingly, the division control frequency f is advantageously generated by a crystal-controlled oscillator so'that the associated subfrequency fy or f is relatively stable.

The other subordinate frequency f or f is made variable to permit calibration adjustments. A suitable variable-frequency generator is an adjustable multivibrator which is placed in a temperature-regulated oven to assure stability.

b. The Controller-Logic Network 190 Suitable constituents for the controller network 190 are illustrated by the logic diagram of FIG. 6.

There are three inputs. The first is the gating pulse signal, such as the pulse l14-b (FIG. 4A), derived from the sensor at the end of each wheel-transit interval and appearing on the line 102-0. These signals set the controller network 190 into operation at the beginning and during each division cycle. The second input is on the line l8l-a and is at the master clock frequency f,, to time the division operations of the divider logic network 170. The final input is the negative difference signal on the line -e produced by the divider logic network whenever the division cycle of a particular set of N and M count signals has been completed. This signal initiates every other cycle of division operation. To set the controller network into operation, the initial sensor-derived gating pulse ll4-b on the line 102-c is applied to a delay amplifier chain 191, through NAND gate 192. This produces N-Register transfer and N-Counter clear pulses on output lines 161%: and 131-a. The clocked flip-flop 193, together with NAND gate 194, serves to select the first-occurring sensorderived gating pulse. All succeeding input pulses to delay amplifier chain 191 are applied through a second input on NAND gate 192, connected to a switch unit 196. The function of the switch unit 196 is to select the first, third, fifth, and all other odd-numbered negative-difference pulses for application to the delay chain 191. Thus, pulses appear on output lines 161-0 and 13l-a following the initial sensor-derived gating pulse 114-17, and thereafter following each odd-numbered negative-difference signal.

Flip-flop 193, in conjunction with NAND gate 198, selects all but the initial sensor-derived gating pulses 114-b for application to the input of delay-amplifier chain 197. This produces M-Register transfer and M-Counter clear pulses on output line 162-a and 132-0, following all sensor-derived gating pulses except the first.

Flip-flops 196-0 and 193 are reset to their original states by an end-of-train (E-O-T) pulse which is generated, as explained previously, but overflow of the M-counter 132, which occurs after the last wheel of the train has crossed the sensor.

The delay amplifier chains 191 and 193 act through NAND gates 194-1 and 194-2 to periodically enable a distributor 195 for clock pulses at the master timing frequency f The first NAND gate 194-1 produces an output for pulse signals on either chain 191 or 197.

Once a divide start flip-flop 195-a of the distributor 195 is set, the desired pulses for the divider logic network 170 (FIG. 5) appear in succession on MG (Mgate) and C (cycling) lines 170-a and b, and then on D (division clocking and check pulse lines 170-c and d. A pulse at the division clocking rate appears only at the beginning of each division cycle on the MG line 170-a from an inverter 195-b through a NAND gate 195-c. The latter is connected to the 6 terminal of a flip-flop 195-d that is clocked from the f line l8l-a. The NAND gate 195-c is also connected to the Q terminal of another similarly clocked flip-flop 195-e.

Subsequent pulses at the division clocking rate appear during each division cycle on the C line 170-b. Additional division clocking pulses appear throughout the division cycle on the D line l70-c from an inverter 195-f by way of a NAND gate 195-3 and an input inverter 195-h.

The check pulses which appear on the check line 170-d, and are totaled by the display unit 121 (FIG. 5) to give the desired overall length measurement, are supplied from a NAND gate 195-j.

(c.) The Timing Diagram of FIG. 7

A timing diagram which summarizes relationships among various signals and components of the measurement system is shown in FIG. 7. For simplicity it has been assumed that the train has only two wheels on its measurement side, and that they are spaced apart by the first interwheel distance D of FIG. 1. Consequently, the desired length measurement, excluding overhang, is given directly by equation (8).

As indicated by FIG. 7, the first sensor-derived pulse lld-a initiates gating during the first wheel-transit interval 2,, which is terminated by the succeeding pulse 114-b. During this interval, the N-counter 131 makes the first interwheel count N,. The terminal wheel-transit pulse 114-b then acts upon the controller logic network 1911 (FIG. 6) to produce the delayed N-transfer pulse 163-1. This causes the first count N to enter the N-register 161, where it remains until the occurrence of the next N-transfer pulse 163-2. Once the N-count has been transferred, the counter 131 is cleared by a pulse 133-1 to be ready for the next interwheel count N Thus the N-register 161 stores the first interwheel count N until the succeeding interwheel count N is entered.

In the meantime the output of the interwheel gate 152 (FIG. 1B) permits clock pulses f to be counted by the M-counter 132 for the first interwheel interval T Before this interval is terminated, the next wheel-transit interval t commences with a sensor-derived pulse 116-a and is terminated by a succeeding pulse 116-11.

To indicate that the car being sensed is illustratively being slowed while measurements are being made, the second wheel-transit interval 2 is shown to be longer than the first wheel-transit interval t As before, the terminal wheel-transit pulse 11614 b acts upon the controller logic network 170, and M-delay pulses 16 1-1 and 13 1-1 are produced.

The first M-delay pulse 16l-1 transfers the count M for the first interwheel interval T,, from the M-counter 132 to the M-register 162. The M-counter 132 is then cleared by the second M-pulse 13 1-1. Since the interwheel gate 152 is not disabled until an end-of-train pulse is generated, the M- counter 132 proceeds to count what in the ordinary case would be the second interwheel count M but which in the specific example under consideration is an end-of-train counting sequence, since it has been assumed that the train is constituted of a single car with a single interwheel distance D,.

Following the pulse 13 1-1 the N-register 161 has the first wheel-transit count N and the M-register 162 has the first interwheel count M A divide start pulse 195-1 then appears at the divide-start flip-flop 195-a of the controller logic network 190 (FIG. 6). The previously described divisional process by successive subtraction proceeds to give a measure of the M /N quotient, until a first negative difference pulse 173-1 is produced from the most significant borrow bit lead 171-0 of the subtractor 171.

This negative difference pulse 173-1 acts upon the delay chain 191 of the controller logic network 1% and gives rise to the second set of delay pulses 163-2 and 133-2. These pulses respectively (1) transfer the N count, made in the wheeltransit interval 1 from the N-counter 131 to the N-register 161 and (2) clear the N-counter 131. Upon the occurrence of the next divide-start pulse 195-2, the arithmetic unit 170 proceeds to evaluate the quotient Ni /N until the second negative difference pulse 173-2 is produced.

Subsequently, the count of the M-counter 132 exceeds the maximum anticipated interwheel count and an end-of-train pulse 132-1 is generated. This terminates the arithmetic operations of the divider logic network 170.

VI. ILLUSTRATIVE DESIGN CONSIDERATIONS In an illustrative embodiment of the invention, representative operating specifications are set forth in TABLE II.

Table II Specification: Value Minimum train speed v...,, rt. sec 7. 35 Maximum train speed (V -ft.sec 55. Minimum inter-Wheel distance (D ft 5. 00 Maximum inter-wheel distance (Dmn,) ft 62. 00 Spacing (d) of the sensing heads (coils) in the sensor 110 (FIG. 3A) in Measurement accuracy :l: 1%

(a.) The Counting Frequenciesf andfl The signals f, and f, are asynchronously gated by the unit (FIG. 4B) and are therefore subject to a count ambiguity of plus or minus one. If the M/N count ratio is to be in error by no more than 1 percent, a minimum count of 201 must be accumulated by either counter 131 or 132.

Accordingly, the minimum values for the counting frequenciesf andf are determined from equation l l f mim max. min M min Where:

fm is either f or f;, Ir is either N o M Smin. is either d or D (11) and the other symbols are as defined above.

For the illustrative specifications of TABLE II, f is 13,819 Hz. and f is 2,211 112. For practical reasons these would be rounded out to 14,000 Hz. and 2,250 111., respectively.

(b.) The Scale Factor K of Equation (8) Equation (1 l is used in determining the minimum values of the counting frequencies f and f As seen from equation (8) the values of these frequencies also control the scale factor In addition, to obtain a resolution of 1 percent in the arithmetic unit 160, a factor m is selected such that mXK (m times K) is greater than or equal to 100.. Since the arithmetic unit operates on a binary basis, a binary value is selected, the nearest being 2 128.

The factor m should also be a binary quantity 2", so that multiplication by m can be accomplished by shifting each interwheel count M by n bit positions away from the least significant bit position of the input register 176 (FIG. 6). If f is given the value of f f is given by equation (12).

where the symbols are as defined previously. The value of m such that f,, equals or exceeds f is m=2 which gives f a value of 22,500 Hz.

(0.) The N and M Counter Capacities The capacities of the N and M-counters 131 and 132 are determined by the maximum anticipated counts, which, with fy and f established, are governed by (l) d and V,,,,-,, and (2) by D and V,,,,-,,, respectively. For the frequencies f and f,, considered above, the corresponding counts are N =3,600 and M =27,900. Consequently the N-counter 131 has a capacity of 12 bits and the M-counter 132 has a capacity of 15 bits. With the addition of an overflow stage to the M-counter 132, for generating an end-of-train pulse, overflow takes place at a count of 2 --32,768.

((1.) The Arithmetic Unit For the specifications of Table II, the time available for performing each double division of M and N counts for each interwheel distance D is approximately 76 milliseconds. During this time the arithmetic unit produces a total number of output check pulses which is 1211 times the measure of the interwheel distance D in feet. Therefore, the division clock frequency f must be at least 105,000 Hz. By selecting a division clock frequency of 225,000 Hz. there is at least. a twofold safety factor for timing the division operations, and the subfrequency fy is obtained by dividing by 10.

Because the of the factor m in equation (12) the M count signals are multiplied by 2 This is accomplished by shifting the M count signals by nine places with respect to the least significant bit position of the arithmetic unit 160.

Further, for design specifications resulting in 2 =l28 times the number of pulses per foot for each interwheel distance D, the scale counter 121-0 has seven stages and the binary-coded decimal output of the counter 121-!) gives a direct measure of the desired train length L.

While various aspects of the invention have been set forth by the drawings, it it to be understood that the foregoing detailed description is for illustration only and that various changes in shape, proportion, arrangement of parts, as well as the substitution of equivalent elements for those shown and described, may be made without departing from the spirit and scope of the invention as set forth in the appended claims.

lclaim: 1. An apparatus for measuring the length between successive wheels of a moving multiwheel train comprising:

first and second sensing means spaced-apart from each other along the path of motion of said train, each of said sensing means being adapted to generate a signal in response to the passage of a wheel there passed; first means operatively connected to said sensing means and responsive to said signals for establishing a measure of the time interval between the passage of each wheel past said first and second sensing means and generating a count indicative of said interval; second means operatively connected to said sensing means and responsive to'said signals for establishing a measure of the time interval between the passage of successive wheels past one .of said sensing means and generating a count indicative of said interval; and arithmetic logic means adapted to receive said generated counts and compute the sum of the quotients of (l) the count indicative of the time interval between the passage of successive wheels past one of said sensors and (2) the count indicative of the time interval between the passage of each of said successive wheels between said two sensors, said sum of the quotients being directly proportional to the linear distance between said successive wheels.

2. Apparatus in accordance with claim 1 further comprising a housing mounted against a section of one rail of the track of said moving train below the level thereof and said first and second sensing means each include coils wound about magnetic structures contained within said housing whereby the reluctance of said magnetic structures changes during the passage of a train upon said section.

3. Apparatus in accordance with claim 2 wherein said first time interval measuring means includes first means for generating recurring pulse signals of a first fixed, predetermined frequency; counter means operatively connected to said first pulse generator; gate means interposed between said first pulse generator and said counter; and means for enabling said gate means when each wheel of said train passes said first sensor and disabling said gate when said wheel passes said second sensor.

4. Apparatus in accordance with claim 3 further comprising second means for generating recurring pulse signals of a fixed, predetermined frequency; counter means operatively connected to said second pulse generator; second gate means interposed between said second generator and said second counter; and means for enabling said second gate when each wheel passes one of said sensors and for disabling said second gate when the next subsequent wheel passes the other of said sensors. 

1. An apparatus for measuring the length between successive wheels of a moving multiwheel train comprising: first and second sensing means spaced-apart from each other along the path of motion of said train, each of said sensing means being adapted to generate a signal in response to the passage of a wheel there passed; first means operatively connected to said sensing means and responsive to said signals for establishing a measure of the time interval between the passage of each wheel past said first and second sensing means and generating a count indicative of said interval; second means operatively connected to said sensing means and responsive to said signals for establishing a measure of the time interval between the passage of successive wheels past one of said sensing means and generating a count indicative of said interval; and arithmetic logic means adapted to receive said generated counts and compute the sum of the quotients of (1) the count indicative of the time interval between the passage of successive wheels past one of said sensors and (2) the count indicative of the time interval between the passage of each of said successive wheels between said two sensors, said sum of the quotients being directly proportional to the linear distance between said successive wheels.
 2. Apparatus in accordance with claim 1 further comprising a housing mounted against a section of one rail of the track of said moving train below the level thereof and said first and second sensing means each include coils wound about magnetic structures contained within said housing whereby the reluctance of said magnetic structures changes during the passage of a train upon said section.
 3. Apparatus in accordance with claim 2 wherein said first time interval measuring means includes first means for generating recurring pulse signals of a first fixed, predetermined frequency; counter means operatively connected to said first pulse generator; gate means interposed between said first pulse generator and said counter; and means for enabling said gate means when each wheel of said train passes said first sensor and disabling said gate when said wheel passes said second sensor.
 4. Apparatus in accordance with claim 3 further comprising second means for generating recurring pulse signals of a fixed, predetermined frequency; counter means operatively connected to said second pulse generator; second gate means interposed between said second generator and said second counter; and means for enabLing said second gate when each wheel passes one of said sensors and for disabling said second gate when the next subsequent wheel passes the other of said sensors. 